Motor vehicles

ABSTRACT

A wind-powered pneumatic engine including one or more impeller chambers and one or more impellers disposed in the impeller chambers is provided. One or more air inlets for receiving external wind resistance airflow are disposed on the impeller chambers, and the external wind resistance airflow entering the air inlets drives the impellers to operate to generate power output. The wind-powered pneumatic engine further includes an air-jet system for jetting HPCA into the impeller chambers, and the internal high-pressure compressed air jetted by the air-jet system in conjunction with the external wind resistance airflow entering the air inlets drives the impellers to operate to generate power output. In the present invention, the external resistance airflow around a motor vehicle moving at a speed is converted into power for use, which greatly reduces energy consumption and improves the moving speed of a motor vehicle. A motor vehicle equipped with wind-powered pneumatic engine is also provided.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a Continuation-in-part of U.S. application Ser. No.11/802,341, filed May 22, 2007, which is a Continuation of InternationalApplication No. PCT/CN05/01911, filed Nov. 14, 2005, the entiredisclosures of which are incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to an engine installed in large, medium orsmall size cargo or passenger vehicles having steering wheels, railwaytrains, subway trains, marine travel vehicles, aerospace travel vehiclesand all other motor vehicles that move at a certain speed, and relatesto the field of machines.

2. Description of Related Art

Engines using fuels as an energy source consume a large quantity offuels, and discharge large amounts of waste gases and hot gases, whichpollute the environment. In order to save fuel energy source and protectthe global environment, there is a need for engines that do not consumefuel, discharge waste gases and hot gases or cause pollution.Conventional engines that convert wind force into mechanical kineticenergy are installed in fixed places. Since the mechanical devicesinstalled with the engines do not move at a speed, the engines can onlypassively receive limited wind force under natural weather, ambient andwind conditions for driving impellers to operate and generate themechanical kinetic energy. Therefore, there is a need for an enginecapable of actively converting wind resistance airflow around a motorvehicle moving at a speed into mechanical power for use.

SUMMARY OF THE INVENTION

The present invention is directed to providing a wind-powered pneumaticengine capable of converting wind resistance airflow around a movingpower machine into mechanical power for use without consuming fuels anddischarging waste gases or hot gases, and a motor vehicle equipped withthe same.

The present invention is further directed to providing a wind-poweredpneumatic engine using high-pressure compressed air (HPCA) as a directpower source, and a motor vehicle equipped with the same.

The present invention is further directed to providing a wind-poweredpneumatic engine capable of converting the wind resistance airflow intomechanical power, converting the mechanical power into regeneration HPCAand storing the regeneration HPCA for use, and a motor vehicle equippedwith the same.

The present invention is still further directed to providing awind-powered pneumatic engine capable of recycling inertia power when amotor vehicle is decelerated and braked, transforming the inertia powerinto regeneration HPCA and storing the regeneration HPCA for use, and amotor vehicle equipped with the same.

The technical solution for achieving the above objects is described asfollows.

A wind-powered pneumatic engine includes impeller chambers and impellersdisposed in the impeller chambers. Air inlets for receiving externalwind resistance airflow are disposed on the impeller chambers, and theexternal wind resistance airflow entering the air inlets drives theimpellers to operate to generate power output.

The wind-powered pneumatic engine further includes an air-jet system forjetting the HPCA into the impeller chambers, and the HPCA jetted by theair-jet system in conjunction with the external wind resistance airflowentering the air inlets drives the impellers to operate to generatepower output.

The air inlets for receiving the external wind resistance airflow aretrunk shape inlets, each having a large outer edge and a small inneredge.

The wind-powered pneumatic engine further includes an HPCA regeneration,storage and supply system composed of an air tank and a first HPCAcompressor. An output of the air tank is connected with the air jetsystem. The power output generated after the operation of the impellersdrives the first HPCA compressor. The HPCA regenerated by the first HPCAcompressor is input into and stored in the air tank.

The wind-powered pneumatic engine further includes a second HPCAcompressor driven by an external braking force. The second HPCAcompressor regenerates and converts the external braking force intoHPCA, which is then input into and stored in the air tank.

The air-jet system includes a first controller, a distributor, a firstair-jet pipe set and a first air-jet nozzle set connected in sequence.The HPCA stored in the air tank is input into the distributor throughthe first controller, and is then diverged by the distributor and inputinto each air-jet pipe of the first air-jet pipe set. Then, the HPCA isjetted into the impeller chambers by each air-jet nozzle of the firstair-jet nozzle set connected with each air-jet pipe of the first air-jetpipe set.

The air-jet system further includes a second controller, a distributioncontroller for converting the input HPCA into intermittent burst HPCA, asecond air-jet pipe set, and a second air-jet nozzle set connected insequence. The HPCA stored in the air tank is input into the distributioncontroller through the second controller. The intermittent burst HPCA isgenerated by the distribution controller and distributed to each air jetpipe of the second air-jet pipe set, and is then jetted into theimpeller chambers by each air-jet nozzle of the second air-jet nozzleset connected with each air jet pipe of the second air jet pipe set.

The impeller chambers are dual impeller chambers, each having animpeller disposed therein. Air inlets for receiving the external windresistance airflow are disposed on at least one of the impellerchambers.

A motor vehicle, including a vehicle body, a gear box, a drive bridge,and tires, is characterized by further including a wind-poweredpneumatic engine having impeller chambers and impellers disposed in theimpeller chambers. Air inlets for receiving external wind resistanceairflow are disposed on the impeller chambers, and the air inlets aretrunk shape inlets, each having a large outer edge and a small inneredge. The outer edge of the trunk shape inlet is disposed at the frontend of the vehicle body. The external wind resistance airflow enteringthe air inlets drives the impellers to operate to generate power output.The power output of the impellers is transmitted by the gear box todrive the drive bridge, and the drive bridge drives the tires supportingthe vehicle body.

The wind-powered pneumatic engine further includes an air-jet system forjetting HPCA into the impeller chambers. The internal HPCA jetted by theair-jet system in conjunction with the external wind resistance airflowentering the air inlets drives the impellers to operate to generatepower output.

The wind-powered pneumatic engine further includes an HPCA regeneration,storage and supply system composed of an air tank and a first HPCAcompressor. An output of the air tank is connected with the air jetsystem. The power output generated after the impellers' operation drivesthe first HPCA compressor. The HPCA regenerated by the first HPCAcompressor is input into and stored in the air tank.

The wind-powered pneumatic engine further includes a deceleration andbrake pressurizing system and a second HPCA compressor. The second HPCAcompressor is driven by a braking force generated by the decelerationand brake pressurizing system when the engine is decelerated toregenerate HPCA. The regenerated HPCA is input into and stored in theair tank.

The air jet system includes a first controller, a distributor, a firstair jet pipe set, and a first air-jet nozzle set connected in sequence,and includes a second controller, a distribution controller forconverting the input HPCA into intermittent burst HPCA, a second air-jetpipe set, and a second air-jet nozzle set connected in sequence. TheHPCA stored in the air tank is input into the distributor through thefirst controller, and is then diverged by the distributor and input intoeach air-jet pipe of the first air-jet pipe set. The HPCA is jetted intothe impeller chambers by each air-jet nozzle of the first air-jet nozzleset connected with each air-jet pipe of the first air-jet pipe set. TheHPCA stored in the air tank is input into the distribution controllerthrough the second controller. The intermittent burst HPCA is generatedby the distribution controller and distributed to each air-jet pipe ofthe second air-jet pipe set, and is then jetted to the impeller chambersby each air-jet nozzle of the second air-jet nozzle set connected witheach air-jet pipe of the second air-jet pipe set.

The impeller chambers are dual impeller chambers, each having animpeller disposed therein. Air inlets for receiving the external windresistance airflow are disposed on at least one of the impellerchambers.

The impeller chambers are dual impeller chambers, each having animpeller disposed therein. The distribution controller includes a valveset and cams for opening or closing the valve set, in which the poweroutput of one impeller drives the first HPCA compressor, and the poweroutput of the other impeller drives the cams.

With the above technical solution, the present invention has thefollowing beneficial technical effects.

1. With the air inlets for receiving the external wind resistanceairflow disposed on the impeller chambers, the external wind resistanceairflow entering the air inlets is used as power to drive the impellersto operate to generate power output, thereby converting the resistanceinto power. Moreover, the higher the moving speed of the power machineis, the greater the utilization of the strong wind resistance airflowis. Therefore, the present invention, when adopted as an auxiliarypower, can significantly increase the moving speed of the power machinewithout increasing the amount of energy consumed when moving at a highspeed. The wind-powered pneumatic engine of the present invention can beinstalled in large, medium or small size cargo or passenger vehicleshaving steering wheels, railway trains, subway trains moving on land,marine power machines, aerospace power machines and all other powermachines that move at a speed. In addition, in the present invention,the wind resistance airflow is used to drive the engine directly,without consuming fuels and discharging waste gases or hot gases,thereby greatly reducing exhaust gases of the power machines, especiallyvehicles that cause pollution to the atmosphere, and thus protecting theglobal environment.

2. Furthermore, the HPCA is used as the power, and the HPCA jetted bythe air-jet system in conjunction with the external wind resistanceairflow entering the air inlets drives the impellers to operate togenerate power output. Therefore, the present invention has theadvantages of no fuel consumption, and no waste gases or hot gasesdischarges, and can achieve self-start and continuous operation togenerate power output without being restricted by natural weather,ambient conditions, particularly wind conditions.

3. Through the HPCA regeneration, storage and supply system, the poweroutput generated after the operation of the impellers is transmitted tothe first HPCA compressor, and the first HPCA compressor inputs theregenerated HPCA into the air tank for storage. The wind resistanceairflow around the power machine is regenerated and converted into HPCAwhich is stored to be recycled for use.

4. Through the deceleration and brake pressurizing device and the secondHPCA compressor, the kinetic energy produced as the motor vehicledecelerates and brakes is transmitted to the second HPCA compressor, andthe second HPCA compressor subsequently recycles the braking energy anduses the braking energy to regenerate HPCA to be input into and storedin the air tank, such that the utilization of the energy is furtherenhanced. This solution is particularly suitable for the motor vehiclethat frequently decelerates, brakes, and stops.

5. Through the automatic intermittent burst and jetted HPCA, the air jettime is greatly shortened, thereby saving large usage amounts of theHPCA. This solution is suitable for the motor vehicles that travels overa long distance and a long time at a low speed or that frequentlydecelerates, idles, and accelerates, thereby ensuring the continuousmoving of the motor vehicle.

6. By installing the air inlets of the wind-powered pneumatic engine atthe front end of the motor vehicle, particularly at the position wherethe wind resistance is the greatest, the wind resistance airflow is usedto the maximum extent, thereby generating optimal power output andincreasing the moving speed of the motor vehicle.

In order to make the aforementioned and other objects, features andadvantages of the present invention comprehensible, preferredembodiments accompanied with figures is described in detail below.

It is to be understood that both the foregoing general description andthe following detailed description are exemplary, and are intended toprovide further explanation of the invention as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are included to provide a furtherunderstanding of the invention, and are incorporated in and constitute apart of this specification. The drawings illustrate embodiments of theinvention and, together with the description, serve to explain theprinciples of the invention.

FIG. 1 is a schematic structural view of a wind-powered pneumaticengine;

FIG. 2 is a schematic structural view of the wind-powered pneumaticengine and a central primary power output gear box;

FIG. 3 is a schematic structural view of a HPCA regeneration, storageand supply system and an air-jet system of the wind-powered pneumaticengine;

FIGS. 4( a), (b) are schematic structural views of two types ofdistribution controllers;

FIG. 5 is a schematic structural view of the wind-powered pneumaticengine;

FIG. 6 is a schematic structural view of an improved distributioncontroller;

FIG. 7 is a schematic structural view of an internal gear transmissionmechanism of a brake disc of a brake of a deceleration and brakepressurizing device;

FIG. 8 is a schematic structural view of a deceleration and brakepressurizing system of the wind-powered pneumatic engine; and

FIG. 9 is a schematic structural view of a motor vehicle equipped withthe wind-powered pneumatic engine.

DESCRIPTION OF EMBODIMENTS

The present invention is further described in detail with accompanyingdrawings and embodiments.

As shown in FIGS. 1-8, a wind-powered pneumatic engine 20 includes trunkshape inlets, each having an outer edge 29 and an inner edge 30,impeller chambers 28, impellers 6, impeller flywheels 14, a leftimpeller main shaft auxiliary power conical gear 7, a right impellermain shaft auxiliary power conical gear 15, a primary power output gearbox 32, and air outlets 31; a HPCA regeneration, storage and supplysystem, including an air tank 1, a first HPCA compressor 17, and aconical gear 16 for transmitting the first HPCA compressor 17; anair-jet system for start and acceleration, including a first controller2 for opening the HPCA to perform start and acceleration, a distributor3, a first air-jet pipe set 4 connected with the distributor 3, a firstair-jet nozzle set 5, a second controller 10 for opening the HPCA toperform automatic intermittent burst air-jet acceleration, adistribution controller 11, a second air jet pipe set 12 connected withthe distribution controller 11, a second air-jet nozzle set 13, aconical gear 8, an HPCA jet pipe 26, and an HPCA jet pipe 27; adeceleration and brake pressurizing system, including a deceleration andbrake pressurizing device 42 and a high-load second air compressor 41.

Referring to FIGS. 1, 2 and 5, impellers 6 and impeller flywheels 14 aredisposed in the symmetrical dual impeller chambers 28, and air-jetnozzle sets (5, 13) are disposed on the impeller chambers 28. The HPCAis jetted into the impeller chambers 28 through the air-jet nozzle sets(5, 13), and the HPCA drives the impellers 6 to operate and is exhaustedvia the air outlets 31. The impeller chambers 28 are further providedwith the trunk shape inlets for receiving external wind resistanceairflow. The trunk shape inlet has the outer edge 29 and the inner edge30, and the diameter of the outer edge 29 of the trunk shape inlet is1-30 times, preferably 3.6 times, of the diameter of the inner edge 30.The external wind resistance airflow enters the impeller chambers 28through the trunk shape inlets to drive the impellers 6 to operate, theexternal wind resistance airflow after driving the impellers 6 tooperate is exhausted via the air outlets 31. The power generated afterthe operation of the impellers 6 is gear-shifted and output through thecentral primary power output gear box 32. In order to make the impellers6 operate directionally, and the airflow jetted from the air-jet nozzlesdrive the impellers to operate better, the air jetted by the air-jetnozzle set (5, 13) is directional.

With the above technical solution, the HPCA is used to drive the engine,so as to achieve self-start and operation without being restricted bynatural weather, ambient, and wind conditions. More importantly, when apower machine moves at a speed, the trunk shape inlets disposed on theimpeller chambers 28 actively receives any external resistance airflowaround the power machine to drive the engine, so as to convert strongwind resistance into power for use, thereby greatly reducing the powerconsumption. The wind-powered pneumatic engine of the present inventionis widely applied to large, medium or small size cargo or passengervehicles having steering wheels, railway trains, subway trains moving onland, marine power machines, aerospace power machines and all otherpower machines that move at a speed.

Referring to FIGS. 3 and 5, an HPCA regeneration, storage and supplysystem is provided, which includes the air tank 1, the first HPCAcompressor 17, and the conical gear 16 for transmission. The poweroutput of the impellers 6 is transmitted to the conical gear 16 throughthe right impeller main shaft auxiliary power conical gear 15, theconical gear 16 transmits the power output to the first HPCA compressor17, and the HPCA generated by the first HPCA compressor 17 is input intoand stored in the air tank 1.

Referring to FIG. 3, FIGS. 4( a), (b) and FIG. 5, an air-jet systemincludes the first controller 2, the distributor 3, the first air-jetpipe set 4, the first air-jet nozzle set 5, the second controller 10,the distribution controller 11, the second air-jet pipe set 12, thesecond air-jet nozzle set 13, the conical gear 8, the HPCA jet pipe 26,and the HPCA jet pipe 27. As shown in FIGS. 4( a), (b), the distributioncontroller 11 is a conventional gas distribution mechanism for motorvehicles, and includes cams (18, 19) and a valve set 9. The cam 19 inFIG. 4( a) has a distribution structure, and the cam 18 in FIG. 4( b)has a synchronous structure. The distribution controller 11 functions toconvert the input HPCA into intermittent burst HPCA. During operation,the impellers 6 transmit the power to the conical gear 8 through theleft impeller main shaft auxiliary power conical gear 7. If the conicalgear 8 transmits the cam 18, the valve set 9 is opened and closed by thecam 18 synchronously to generate synchronous intermittent burst andjetted HPCA. If the conical gear 8 drives the cam 19 to rotate, or thevalve set 9 is opened or closed in distribution by the cam 19,distributional intermittent burst and jetted HPCA is generated. The airtank 1 is connected with the distributor 3 through the HPCA jet pipe 26,and the first controller 2 is disposed on the HPCA jet pipe 26. The HPCAstored in the air tank 1 is input into the distributor 3 through thefirst controller 2, and is then diverged by the distributor 3 and inputinto each air-jet pipe of the first air-jet pipe set 4. Then, the HPCAis jetted into the impeller chambers 28 by each air-jet nozzle of thefirst air-jet nozzle set 5 connected with each air-jet pipe of the firstair-jet pipe set 4. The air tank 1 is connected with the distributioncontroller 11 through the HPCA jet pipe 27, and the second controller 10is disposed on the HPCA jet pipe 27. The HPCA stored in the air tank 1enters the distribution controller 11 through the second controller 10.The intermittent burst HPCA is generated by the distribution controllerand distributed to each air-jet pipe of the second air-jet pipe set 12,and the intermittent burst HPCA is then jetted into the impellerchambers 28 by each air-jet nozzle of the second air-jet nozzle set 13connected with each air-jet pipe of the second air-jet pipe set 12.

During operation, the first controller 2 for the control of HPCA startand acceleration is turned on, such that the HPCA stored in the air tank1 is jetted. The HPCA is distributed to the air jet pipe set 4 throughthe distributor 3, and is transmitted to the air-jet nozzle set 5 by theair-jet pipe set 4, and the HPCA airflow jetted by the air-jet nozzleset 5 impels the impellers 6, such that the impellers 6 is started andaccelerated to operate to generate power. The power is transmitted tothe conical gear 8 by the left impeller main shaft auxiliary powerconical gear 7, the conical gear 8 drives the cam (18 or 19) of thedistribution controller 11 to be start and operate. Under the effect ofthe cam (18 or 19), the valve set 9 is opened and closed continuously,and the second controller 10 is turned on at the same time, such thatthe HPCA is jetted from the HPCA jet pipe 27 to be supplied to thedistribution controller 11. At this time, as the valve set 9 is openedand closed continuously, the HPCA is converted into intermittent burstand jetted HPCA by the distribution controller 11 and is then output.The auto intermittent burst HPCA is then transmitted to the air-jetnozzle set 13 by the air-jet pipe set 12 for jetting. The automaticintermittent burst HPCA impels the wind-powered pneumatic engineimpellers 6 including a plurality of sets of impellers to accelerateoperation, such that the wind-powered pneumatic engine impellerflywheels 14 also accelerate operation to generate power accordingly,and the power is output by the gear box 32 and transmitted to the powermachine. As the power machine moves at a speed, the external windresistance airflow around the power machine during moving is guided intothe impeller chambers 28 through the trunk shape inlets having largeouter edges and small inner edges. The wind resistance airflow furtherimpels the impellers 6 to operate to generate power output, therebytransforming the resistance into power. In addition, the power is outputby the right impeller main shaft auxiliary power conical gear 15 andtransmitted to the conical gear 16. The conical gear 16 transmits thefirst HPCA compressor 17 to operate, and the HPCA generated by the firstHPCA compressor 17 is continuously supplemented to the air tank 1 forstorage, such that the wind-powered pneumatic engine can continuouslyaccelerate operation to generate power.

To meet the requirements of the amount of the HPCA during thecontrollable HPCA start and acceleration and the automatic intermittentburst air-jet acceleration of the wind-powered pneumatic engine, in thepresent invention, the diameter of the HPCA jet pipe 26 and the diameterof the HPCA jet pipe 27 are respectively several times greater than thetotal diameter of the diameter of air-jet nozzle set 5 plus the diameterof the air-jet nozzle set 13.

In order to make the double impellers 6 of the wind-powered pneumaticengine start and accelerate directionally to operate to generate power,in the present invention, the air-jet nozzle set 5 and the air-jetnozzle set 13 are designed to have a certain directional air-jetfunction.

As shown in FIG. 6, in order to overcome or reduce frictional resistancebetween valve stem heads 22 of the valve set 9 and cams 21 of the valveset 9 when the cams 21 of the distribution controller operate to open orclose the valves, the present invention is further provided with adesign of adding sliding balls 23 at the valve stem heads 22. In orderto make the sliding balls 23 of the valve stem heads 22 slide smoothly,a lubrication oil passage 24 leading to the sliding balls 23 is added atthe valve stem heads 22, such that the lubrication oil in a lubricationoil chamber 25 of the distribution controller 11 enters the surfaces ofthe sliding balls 23 through the lubrication oil passage 24, therebyachieving lubrication, reducing frictional resistance, improvingoperating speed of the wind-powered pneumatic engine, and generatinggreater output torque.

Referring to FIGS. 7 and 8 together, the motor vehicle, when frequentlydecelerates, brakes, stops or restarts, consumes large amounts of HPCA.In order to supplement the excessive amount of HPCA consumed by themotor vehicle when it frequently decelerates, brakes, stops or restarts,and to ensure the amount of HPCA required when the wind-poweredpneumatic engine restarts, the present invention provides a decelerationand brake pressurizing system capable of recycling the inertia powerwhen the motor vehicle moving at a speed frequently decelerates andbrakes and converting the inertia power into HPCA to be stored forreuse. The deceleration and brake pressurizing system includes adeceleration and brake pressurizing device 42 and a high-load second aircompressor 41. The deceleration and brake pressurizing device 42 furtherincludes a pedal 33, a hydraulic master pump 36, a clutch driven dischydraulic working pump 37, a clutch driven disc 38, a clutch drivingdisc 39, and an internal gear transmission mechanism 40 of a brake discof a brake. The pedal 33 drives the hydraulic master pump 36, thehydraulic master pump 36 drives the clutch driven disc hydraulic workingpump 37, the clutch driven disc hydraulic working pump 37 impels theclutch driven disc 38 to abut against the clutch driving disc 39, andthe internal gear transmission mechanism 40 of the brake disc outputsthe inertia power generated when the motor vehicle decelerates to drivethe high-load second air compressor 41 to work.

The operation process is described as follows. When it is required todecelerate, the pedal 33 is stepped down to reach a position ofdecelerating and pressurizing travel 35 from a free travel 34 of thedeceleration and brake pressurizing device of the wind-powered pneumaticengine, the hydraulic master pump 36 starts to work, and functions onthe clutch driven disc hydraulic working pump 37 to start the clutchdriven disc hydraulic working pump 37 to work. The clutch driven dischydraulic working pump 37 drives the clutch driven disc 38 to abutagainst the clutch driving disc 39, such that the inertia power of themotor vehicle, when decelerates, is directly transmitted by the brakedisc internal gear transmission mechanism 40 to the high-load second aircompressor 41, and the HPCA regenerated by the high-load second aircompressor 41 is supplemented to the air tank 1 for storage, so as to berecycled and used.

As shown in FIG. 9, a motor vehicle equipped with wind-powered pneumaticengine includes a vehicle body 44, a wind-powered pneumatic engine 20, adrive bridge 46, a half-axle 47 of the drive bridge, and tires 48. Thestructure of the wind-powered pneumatic engine 20 is shown in FIGS. 1 to8. The wind-powered pneumatic engine 20 is disposed in the vehicle body44, the outer edge 29 of the trunk shape inlets of the wind-poweredpneumatic engine 20 is mounted at the front end of the vehicle body 44at a position 45 where the wind resistance is the greatest. In order toincrease the speed of the wind resistance airflow entering the impellerchambers 28, the diameter of the outer edge 29 of the trunk shape inletsis 1-30 times, preferably 3.6 times, of the diameter of the inner edge30. An output of a main power output gear box 32 of the wind-poweredpneumatic engine 20 is connected with the drive bridge 46 of the motorvehicle. The drive bridge 46 is connected with the half-axle 47 of thedrive bridge, the half-axle 47 of the drive bridge is then connectedwith the tires 48, and the tires 48 are fixedly connected with theinternal gear transmission mechanism 40 of the brake disc of the brake.

During operation, the first controller 2 for HPCA start and accelerationis turned on, such that the HPCA stored in the air tank 1 is jetted. TheHPCA is distributed to the air-jet pipe set 4 through the distributor 3,and the HPCA airflow is jetted from the air jet nozzle set 5 to impelthe impellers 6 to start and accelerate to operate to generate power.The power is output to the conical gear 8 by the left impeller mainshaft auxiliary power conical gear 7, the conical gear 8 drives the cam(18 or 19) of the distribution controller 11 to be started to operate.The second controller 10 for HPCA auto intermittent burst air-jetacceleration is turned on at the same time, such that the HPCA is jettedfrom the HPCA jet pipe 27 to be supplied to the distribution controller11. The auto intermittent burst and jetted HPCA is output by thedistribution controller 11, and is jetted through the air-jet nozzle set13 after entering the second air-jet pipe set 12, so as to impel theimpellers 6 to accelerate operation to generate power output. Theinternal HPCA stored in the air tank 1 drives the impellers 6 to operateto generate power. The power is transmitted to the gear box 32, andafter the gear-shift of the gear box 32, the power is output to drivethe tires 48 through the drive bridge 46 and the half-axle 47 of thedrive bridge, so that the motor vehicle starts to move. Meanwhile, thepower is transmitted to the conical gear 16 through the right impellermain shaft auxiliary power conical gear 15, and starts the first HPCAcompressor 17 to operate through the conical gear 16. The HPCA generatedby the first HPCA compressor 17 is supplied to the air tank 1 forstorage, so as to be recycled and used by the wind-powered pneumaticengine, and thereby the wind-powered pneumatic engine 20 operatescontinuously to generate power output.

When the motor vehicle moves at a certain speed, the wind resistanceairflow around the motor vehicle is guided by the outer edge 29 of thetrunk shape inlets mounted in the front end of the vehicle body 44 atthe position 45 where the wind resistance is the greatest, passesthrough trunk shape inlets and enters the impeller chambers 28. The windresistance airflow further drives the impellers 6 to operate to generatepower. Both the power and the power generated by the HPCA stored in theair tank 1 are output to the gear box 32, and after the gear-shift ofthe gear box 32, the power is output to drive the tires 48 of the motorvehicle to operate through the drive bridge 46 and the half-axle 47 ofthe drive bridge, such that the motor vehicle equipped with thewind-powered pneumatic engine moves at a higher speed.

When it is required to decelerate, the pedal 33 is stepped down to theposition of decelerating and pressurizing travel 35, the hydraulicmaster pump 36 starts to work. The hydraulic master pump 36 impels theclutch driven disc 38 to abut against the clutch driving disc 39 throughthe clutch driven disc hydraulic working pump 37, such that the inertiapower of the motor vehicle is transmitted to the high-load second aircompressor 41 to work through the brake disc internal gear transmissionmechanism 40, so as to recycle the breaking energy and convert it intoregenerated HPCA to be stored in the air tank 1, so as to recycle anduse the regenerated HPCA.

It will be apparent to those skilled in the art that variousmodifications and variations can be made to the structure of the presentinvention without departing from the scope or spirit of the invention.In view of the foregoing, it is intended that the present inventioncover modifications and variations of this invention provided they fallwithin the scope of the following claims and their equivalents.

1. A deceleration and brake pressurizing system applicable to a motorvehicle comprising: a deceleration and brake pressurizing device; aninternal gear transmission mechanism; and an air compressor, wherein theinternal gear transmission mechanism transmits inertia power of thevehicle to drive the deceleration and brake pressurizing device, whichoutputs to drive the air compressor to work.
 2. The deceleration andbrake pressurizing system according to claim 1, further comprising aclutch driving disc driven by the internal gear transmission mechanism,a clutch driven disc and a hydraulic master pump to drive the clutchdriven disc.
 3. The deceleration and brake pressurizing system accordingto claim 2, further comprising a pedal, and a clutch driven dischydraulic working pump, wherein when the pedal is stepped down to reacha position, the hydraulic master pump initiates the clutch driven dischydraulic working pump to drive the clutch driven disc to abut againstthe clutch driving disc, such that inertia power of the motor vehicle istransmitted by the brake disc internal gear transmission mechanism tothe air compressor to render it to work.
 4. A motor vehicle, comprisinga vehicle body, a gear box, a drive bridge, a drive bridge half-axle,wheels and an engine, wherein the engine comprises: at least oneimpeller chamber; at least one impeller disposed within the impellerchamber; an air-jet system for jetting a high-pressure compressed air(HPCA) into the impeller chamber; and a deceleration and brakepressurizing system, wherein the impeller chamber comprises at least oneair inlet disposed thereon for receiving the HPCA and at least one airoutlet, wherein the HPCA drives the impeller to rotate, the impellerthen drives the drive bridge through the gear box, and the drive bridgedrives the wheels through the drive bridge half-axle, and wherein thedeceleration and brake pressurizing system comprises a deceleration andbrake pressurizing device; an internal gear transmission mechanism; andan air compressor, in which the internal gear transmission mechanismtransmits inertia power of the motor vehicle to drive the decelerationand brake pressurizing device, which outputs to drive the high-loadsecond air compressor to compress air, and the compressed air istransmitted into the air-jet system.
 5. The motor vehicle according toclaim 4, wherein the deceleration and brake pressurizing device furthercomprises a clutch driving disc driven by the internal gear transmissionmechanism, a clutch driven disc and a hydraulic master pump to drive theclutch driven disc.
 6. The motor vehicle according to claim 5, whereinthe deceleration and brake pressurizing system further comprises apedal, a hydraulic master pump, and a clutch driven disc hydraulicworking pump, wherein when the pedal is stepped down to reach aposition, the hydraulic master pump initiates the clutch driven dischydraulic working pump to drive the clutch driven disc to abut againstthe clutch driving disc, such that the inertia power of the motorvehicle is transmitted by the brake disc internal gear transmissionmechanism to the air compressor to render it to work.
 7. The motorvehicle according to claim 6, wherein the air-jet system comprises afirst controller, a distributor, a first air-jet pipe set, and a firstair-jet nozzle set operably connected in sequence, and wherein an HPCAis input into the distributor through the first controller, and is thendiverged by the distributor and input into each air-jet pipe of thefirst air-jet pipe set, from which the HPCA is jetted into the impellerchamber by each air-jet nozzle of the first air-jet nozzle set connectedto the air-jet pipe of the first air-jet pipe set.
 8. The motor vehicleaccording to claim 7, wherein the air-jet system further comprises asecond controller, a distribution controller, a second air-jet pipe set,and a second air-jet nozzle set operably connected in sequence, andwherein an HPCA is input into the distribution controller through thesecond controller to generate an intermittent burst HPCA which isdistributed to each air-jet pipe of the second air-jet pipe set, fromwhich the HPCA is then jetted into the impeller chamber by each air-jetnozzle of the second air-jet nozzle set connected to each air-jet pipeof the second air-jet pipe set.
 9. The motor vehicle according to claim5, wherein the air-jet system comprises a first controller, adistributor, a first air-jet pipe set, and a first air-jet nozzle setoperably connected in sequence, and wherein an HPCA is input into thedistributor through the first controller, and is then diverged by thedistributor and input into each air-jet pipe of the first air-jet pipeset, from which the HPCA is jetted into the impeller chamber by eachair-jet nozzle of the first air-jet nozzle set connected to the air-jetpipe of the first air-jet pipe set.
 10. The motor vehicle according toclaim 9, wherein the air-jet system further comprises a secondcontroller, a distribution controller, a second air-jet pipe set, and asecond air-jet nozzle set operably connected in sequence, and wherein anHPCA is input into the distribution controller through the secondcontroller to generate an intermittent burst HPCA which is distributedto each air-jet pipe of the second air-jet pipe set, from which the HPCAis then jetted into the impeller chamber by each air-jet nozzle of thesecond air-jet nozzle set connected to each air-jet pipe of the secondair-jet pipe set.
 11. The motor vehicle according to claim 4, whereinthe air-jet system comprises a first controller, a distributor, a firstair-jet pipe set, and a first air-jet nozzle set operably connected insequence, and wherein an HPCA is input into the distributor through thefirst controller, and is then diverged by the distributor and input intoeach air-jet pipe of the first air-jet pipe set, from which the HPCA isjetted into the impeller chamber by each air-jet nozzle of the firstair-jet nozzle set connected to the air-jet pipe of the first air-jetpipe set.
 12. The motor vehicle according to claim 11, wherein theair-jet system further comprises a second controller, a distributioncontroller, a second air-jet pipe set, and a second air-jet nozzle setoperably connected in sequence, and wherein an HPCA is input into thedistribution controller through the second controller to generate anintermittent burst HPCA which is distributed to each air-jet pipe of thesecond air-jet pipe set, from which the HPCA is then jetted into theimpeller chamber by each air-jet nozzle of the second air-jet nozzle setconnected to each air-jet pipe of the second air-jet pipe set.